Both the Nismo ELMS Spotter Guide and Fourtitude DTM Spotter Guide are live and ready for this weekends racing. The Nismo ELMS Spotter Guide for Imola is now online and up to date as of now. 28 entries including new liveries in P2 and additional GTC Cars. Imola will be a 3 hour race.

Porsche will see three 911 GT3 RSR’s entered in the GTE class. no67 IMSA Performance Matmut will have Patrick Long and Patrice Milesi at the wheel. no75 Prospeed Competition has Francois Perrodo and Manu Collard sharing duties. no77 Proton Competition has Christian Reid, Gianluca Roda and Paolo Ruberti driving.

GTC will see the no60 Kox Racing Lamborghini Gallardo LP600 GT3 with Peter Kox and Nico Pronk at the wheel. A sole Audi R8 LMS from Momo Megatron DFI will also be in GTC. Raffi Bader and Dylan Derdaele will share the no65 R8 LMS.

The Nismo ELMS Guide can be downloaded here

DTM hits the ultra non-stop circuit of Brands Hatch this weekend. The Fourtitude DTM Spotter Guide has been updated with Miguel Molina’s new Audi Cup livery.

The DTM guide can be downloaded here

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JCR Motorsports driver Jeff Courtney will pilot the Kenda/RecStuff.com Audi R8 LMS at Circuit of The Americas for Rounds 4 & 5 of the Pirelli World Challenge championship schedule.

Coming back from an exciting two days of testing in Austin, JCR Motorsports heads into the Circuit of The Americas weekend optimistically, looking to establish two solid finishes at the world-renowned circuit. Courtney will race the Kenda/RecStuff Audi R8 LMS in two 50-minute double-header sprint races, May 18th and 19th, alongside a total of 19 GT class cars entered into the event.“I was really happy with the testing we had earlier this month,” stated Courtney. “We were able to get a lot of laps in the car and finally work on setup changes along with getting some needed seat time. The course is a lot of fun and super busy, which I like. The facility is awesome and the team is very excited about the two races coming up this weekend.”

Adding to the anticipation of strong finishes for the weekend, Courtney will be joined by family and friends, “It’s exciting to have relatives and close friends here with us,” said Courtney. “We want to put on a strong show for everyone and hopefully they bring us some good luck.”

The Pirelli World Challenge races at Circuit of The Americas will be using the two-mile “short course” configuration which routes drivers through the middle of the “S” corners to the back straight.

Tune into the Live Stream on WCTV at www.world-challengetv.com for full coverage of the Pirelli World Challenge Cadillac Sports Car Challenge at the Circuit of The Americas. The full weekend event schedule is available online, click here.

- JCR Motorsports

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FLGNTLT (pronounced ´filgen tilt´) is an automotive apparel brand that’s been killin it lately! Their designs are spot on with the culture and the vids these guys put out are ones to watch over and over! Check their latest capture from Worthersee Tour 2013 and then head over and grab some new shirts!

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We didn’t plan this but its turned out to be a Sean Edwards week here at oneighturbo! At 26 years of age, Englishman, Sean Edwards is having a profound impact on American motorsport fans. He has quickly become a front-runner in both Grand-Am and ALMS racing and his name is synonymous with Porsche Supercup and Carrera Cup Championships. Last year, Edwards was even able to play a part in Ron Howard’s film Rush where he portrayed his father. Edwards is coming off an awesome Supercup win last weekend and heading into the “Green Hell” for this weekends Nurburgring 24 Hour.

Thank you for agreeing to sit down and chat with us for a bit. Let’s start by getting our readers up to speed with a bit of your background.

Your father, Guy Edwards, had eleven Formula1 starts and I believe nine 24 Hours of LeMans starts in everything from 935’s to 956’s and 962’s. It would be a safe bet that your father’s love for Motorsport helped to peak your interest in getting behind the wheel. Did his association with Porsche have anything to do with your love for the brand and can you remember the first Porsche you saw that might have influenced your love for these incredible cars?

- Yes I always grew up around motorsport so it was in my blood. He stopped racing at Le Mans a year before I was born so the association with Porsche didn’t come from there. It was actually by off-chance that a driver coach of mine Steve Warburton had a Porsche 996 GT3 and wanted to race it, so we paired up and won the race, I then did FIA GT3 the year after and won it. The rest is history as they say!

You got started in the sport with some very impressive results in the French and Italian Karting Championships. Did you ever consider going down the open wheel path with Formula1 as the ultimate goal?

- Yes I started with FFord and F Renault, but I didn’t have enough sponsorship to make the next step to F3, so I made the decision with my dad to switch to GT’s in 2005 to see if I could make a living there, after taking a year out to finish my college exams.

At what age did you first realize that Sports Cars and Endurance Racing were the paths that you wanted to take? We are also curious when you first realized that racing might be more than just a hobby for you. Was there a specific moment that you can recall thinking, “This is going to be my life.” And if there was can you describe the feeling?

- At 18 we decided to switch routes. Since I was 4 years old it’s all I ever wanted to do, I had nothing else on my mind and would do anything to achieve it. I am one of the lucky few that have succeeded to become a fully paid professional driver and I remind myself of that all the time, it’s a great job! It was a great feeling when I got my first pay check, all those years of hard work had finally paid off, it was in 2008.

Skipping forward in time to 2005, we saw your debut in the British GT Championship with a pole, Quickest Lap and Win in the Silverstone 2 Hour British GT event. You were driving a 996 GT3 Cup car in that event. You tested a Porsche at Silverstone earlier that season. Was it the same car you won that event with and was this the car that sparked your relationship with Porsche?

- Actually no, there is a funny story. Stephen’s car had an engine rebuild but actually blew up when he started it the day before the race weekend started. But we had an agreement to do the race and he pulled out every favor in the book to secure a car from Motorbase for the weekend, I am very glad he did as it was the start of a great relationship with Porsche.

Moving on to 2006 and 2007, you stepped into the Tech9 Porsche and clinched the European FIA GT3 Championship for 2006 and in 2007 you ran your first 24 Hour event at the Spa 24 with Sascha Maassen as your co-driver. Finishing 3rd in your first 24 hour event must have been an amazing experience. Did this event solidify your love for Endurance Racing? Can you remember what it felt like climbing into the car for the first time at this race? It does not matter where you are on the planet, if you are a fan of endurance racing, Spa is considered holy ground. Can you describe the feeling of piloting a Porsche around this circuit?

- Yes I remember this race very well, it was an awesome experience and I will never forget it. I love endurance racing, much more than sprint racing in fact, there is so much more involvement from the team and your job as a driver too, it’s great fun. Especially driving at 2 or 3 am on your own, you are in your own world, in a great rhythm and it’s a lovely feeling.

- In a Porsche around Spa it’s amazing, so fast and gives you so much adrenalin. It’s my favorite circuit in the world and I’ve always done well there.

Since 2006 Porsche has played a significant role in your career path. Having raced in the Super Cup since 2008 in the 997 based cars and in the ALMS and Rolex series in two very distinct versions of Porsche, do you have a favorite version of the car up to this point and why?

- The RSR, it’s just a lovely amalgamation of speed and downforce. I love the car and always jump at the chance to race it!

Porsche has the uncanny ability to evolve their street cars handling, power, braking and electronics in what is perceived by the driver as huge steps forward from one year to the next. Do the race versions evolve at about the same pace as the street versions?

- Yes, from the 996 to the 997 and the 997 to the 991 there has been a jump of around 1.5 seconds and each evolution of the 997 also gained more speed. It’s amazing what the German engineers can achieve from a physically flawed design with the engine behind the rear axle, making the weight balance in the wrong place. And the power they get from a N/A 3.6, 3.8 and 4.0 liter engine always amazes me.

We have some experience in the 997 based cars and limited time in the 991’s. I believe you recently tested the 991 SuperCup car. When we drove the 991 Carrera S the overall performance of this car was immediately noticeable as a quantum leap forward in relation to the 997 it has replaced. Does the enhanced handling balance and drivetrain performance transfer directly to the race version or are these changes masked a bit by the purpose-built nature of a race car versus its street going siblings?

- The car is very different to drive, I thought it would be easier but in fact it’s the opposite which plays well into the hands of guys who have been around a while. The performance is very good from the new car but it’s completely opposite on the setup and driving style, I really had to adjust every aspect of my driving to be quick in the car. It obviously worked as I was on pole by 0.5 of a second in Barcelona and won the race by over 7 seconds. It’s difficult now jumping between the 997 in ALMS, the 997 in Carrera Cup and the 991 in Supercup, all very different to each other.

Thanks for taking the time to chat with us today and good luck with everything especially at this weekends Nurburgring 24 Hour! Godspeed!

- Thank you, it was a pleasure!

You can follow Sean Edwards on Twitter | Facebook | YouTube

Photos: Porsche Motorsport

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The 918 Spyder embodies the essence of the Porsche idea: it combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future.The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fibre reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.

Hybrid drive brings advantages in terms of driving dynamics

A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost” strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.

The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nurburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nurburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with over 880 hp and low NEDC fuel consumption, which at about three liters fuel per 100 km is better than that of most small cars today. To sum it up: maximum driving fun with minimal fuel consumption.

Carbon monocoque guarantees lightweight design with a low centre of gravity

The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fibre reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 1,640 kg (“Weissach” package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept. The drivetrain components and all components weighing over 50 kg are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 per cent on the rear axle and 43 per cent on the front axle, combined with an extremely low centre of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the centre of gravity; it also provides the best temperature conditions for optimum battery power capacity.

Chassis with race car genes and rear-axle steering

The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.

Porsche Active Aerodynamic (PAA) for different driving modes

Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race” mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect” at the front axle.

In “Sport” mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E” mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.

Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race” and “Sport” mode, they are opened for maximum cooling air intake. In “E-Power” and “Hybrid” modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 130 km/h or when cooling requirements are higher.

From comfortable to race-ready: five modes for three motors

The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch” on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.

Quiet and elegant: “E-Power”

When the vehicle is started up, the “E-Power” mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover over 30 kilometers on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 100 km/h in less than seven seconds and can reach speeds of up to 150 km/h. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.

Efficient and comfortable: “Hybrid”

In “Hybrid” mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.

Sporty and dynamic: “Sport Hybrid”

In more dynamic situations, the 918 Spyder selects the “Sport Hybrid” mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimized for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.

For fast laps: “Race Hybrid”

“Race Hybrid” is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilizing its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting program of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.

For pole position: “Hot Lap”

The “Hot Lap” button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid” mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.

Main propulsion: the race car’s eight cylinder engine

The main source of propulsion is the 4.6-liter, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fibre reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimizations achieve a power output per liter of approx. 132 hp/l – the highest power output per liter of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.

Unique race car design heritage: top pipes

It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channelling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 20 and 40 degrees Celsius. Consequently, less energy needs to be used for active cooling of the battery.

In parallel in the drivetrain: hybrid module

The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.

Upside-down for a low centre of gravity: Doppelkupplung

A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimized for high performance. To ensure a low mounting position for a low centre of gravity of the entire vehicle, the gear unit was turned “upside down” by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting” with the combustion engine switched off.

Independent all-wheel drive: front axle with electric motor

On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.

Lithium-ion battery with plug-in charging system

The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfill the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.

To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-column on the front passenger side lets users connect the storage battery to a mains supply at home and charge it. The charge port is standardized for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the mains supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged within four hours from a ten ampere rated, fused power socket on the German 230 Volt mains supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.

Pioneering control concept: clear organization of the cockpit

The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted centre console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.

For even higher performance: the Weissach package

For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach” package. These modified super sports cars can be recognized at first glance by special colors and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminum. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 35 kg. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seat-belts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.

Porsche redefined: a new super sports car for a new decade

The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.

- Porsche

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Britain’s Sean Edwards has won the season-opener of the Porsche Mobil 1 Supercup. At the wheel of the Allyouneed by Project 1-run 460 hp new Porsche 911 GT3 Cup, which is based on the seventh generation of the 911, he took the flag 7.346 seconds ahead of Denmark’s Nicki Thiim (Attempto Racing), who crowned his remarkable chase through the field with second place. Lechner Racing Team pilot Michael Ammermuller (Germany) was flagged off in third. The best rookie on the Circuit de Catalunya was Porsche Junior Michael Christensen (DAMS) from Denmark with fifth.

Taking up the race from pole position, Sean Edwards immediately set the pace ahead of the 25 Porsche 911 GT3 Cup racers. On the track on which he had already won back in 2011, he again clinched a commanding lights-to-flag victory. The group of pursuers behind him included Kuba Giermaziak (VERVA Racing Team), Michael Christensen and Michael Ammermuller, who had overtaken the Porsche Junior with a good start. Christensen had been able to hold this position only until halfway through the 14-lap distance, when he braked too late and had to let Michael Ammermuller and the increasingly persistent Nicki Thiim overtake.

In the meantime, Sean Edwards had pulled well clear of the field, while the fight for the remainder of the podium spots continued unabated. For some time it seemed that Kuba Giermaziak would secure second place, but his pursuers did not relent and put the Pole under immense pressure in the final laps. When he veered from the race line during an overtaking attempt by Michael Ammermuller in the final lap, Nicki Thiim grabbed his chance and swept past the pilots in front to snatch second. With this, the rookie winner of 2012 crowned his strong performance which had seen him go from tenth on the grid almost to the front of the field. Scoring fourth place, Kuba Giermaziak, however, missed out on the last podium spot.

At his first guest appearance in the Porsche Mobil 1 Supercup, rally star Sebastien Loeb (France) was locked in a gripping duel with the Supercup specialists. The nine-time World Rally Champion, who in his career has won 78 WRC rallies and 899 special stages, became more and more accustomed to the new Porsche 911 GT3 Cup over the course of the race weekend in Barcelona. In the race, he was just shy of the top ten scoring eleventh. Porsche Junior Klaus Bachler also performed strongly: Driving for FORCH Racing, the Austrian earned valuable championship points for seventh place at his first Supercup race.

Sean Edwards (winner):

“Today was the perfect day. Thank you to my team who made this success possible for me. I knew that I had to make a clean getaway if I wanted to pull clear and it worked. In the second half of the race I was able to take things a little easier. Now I’m looking forward to my home race in Monaco.”

Nicki Thiim (second): “That was without doubt one of the best races I’ve ever driven. My tactic worked perfectly. For us all, this was the first race with the new car and that was my chance. I came from tenth on the grid to second and that’s just incredible.”

Michael Ammermuller (third): “In the beginning I struggled a little, but then I gained more and more momentum. The car set-up was really good. I very much enjoyed the fight for the podium.”

Michael Christensen (Porsche Junior, fifth): “My start was very good and I was able to make up one place. My first lap also ran quite well but then I made a mistake. Michael’s car took up a lot of space beside me and I ended up on the dirty part of the track. This also gave Nicki the chance to overtake me. I couldn’t catch him and had to settle for fifth at the flag.”

Klaus Bachler (Porsche Junior, seventh): “The race started really well. I was able to overtake two rivals. Afterwards I held back slightly so that I could attack again in the second half of the race. Considering it’s my first race I’m satisfied with my result, but next time I have to make sure everything goes 100 percent in qualifying and I can start further up the grid.”

Sebastien Loeb (Guest driver Porsche AG, eleventh): “In the first laps I was somewhat cautious. I know how easy it is to get tangled up in a skirmish with such a close field. I wasn’t able to get much further ahead. When you have so many strong drivers ahead of you who are all going the same speed there is not much chance to overtake. Still, it was huge fun. As each day went by I felt increasingly better in the Porsche 911 GT3 Cup and now I’m looking forward to the race in Monaco. There, the qualifying is more important of course and hopefully I can start from a little further up the grid.”

Jean-Karl-Vernay (Winner International Cup Scholarship, twelfth): “When you take off from 17th you really can’t expect too much in the race. I tried to do what I could and managed to make up five positions. In Monaco we definitely have to be better in qualifying.”

2013 Porsche Mobil 1 Supercup Barcelona Race results

1. Sean Edwards (GB), Team Allyouneed by Project 1, 26:14.124 minutes
2. Nicki Thiim (DK), Attempto Racing, + 7.346 seconds
3. Michael Ammermuller (D), Lechner Racing Team, + 8.924
4. Kuba Giermaziak (PL), VERVA Racing Team, + 9.342
5. Michael Christensen (DK), DAMS, + 10.875
6. Robert Lukas (PL), FORCH Racing, + 11.227
7. Klaus Bachler (A), FORCH Racing, + 11.820
11. Sebastien Loeb (F(, Porsche AG, + 18.908
12. Jean-Karl Vernay (F), MRS GT-Racing, + 24.910

- Porsche

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The Porsche Mobil 1 Supercup kicked off its 21st season with a gripping qualifying on the Circuit de Catalunya. Pole position for the season-opening race in Barcelona went to Sean Edwards. At the wheel of the Allyouneed by Project 1-run new 460 hp Porsche 911 GT3 Cup, which is based on the seventh generation of the 911, he was by far the fastest driver on the Grand Prix circuit in Barcelona. Unexpectedly lining up next to the Briton on the first row for Sunday’s race is Poland’s Kuba Giermaziak (VERVA Racing Team). Demonstrating once again the tight competition in this attractive brand trophy series, 21 of the 25 vehicles qualified within just one and a half seconds.

Porsche Junior Michael Christensen also made a good start into his first Supercup season. The Dane, who put in a strong performance last year in the Porsche Carrera Cup Deutschland and was promoted to the flagship championship of Porsche’s 20 makes cup series worldwide, posted the fourth quickest time for his DAMS team behind Michael Ammermuller (Germany) from the Lechner Racing Team. Thanks to his fastest lap in the final phase of the qualifying, Poland’s Robert Lukas (FÖRCH Racing) scored the fifth grid spot ahead of Richie Stanaway (DAMS), the Supercup newcomer from New Zealand. Frenchman Kevin Estre (Attempto Racing), last year’s vice champion, had to settle for the seventh quickest time in the strong field. Taking up the race alongside him on the fourth grid row is another Porsche Junior, Austrian Klaus Bachler (FÖRCH Racing).

At his first guest appearance in the Porsche Mobil 1 Supercup, rally star Sebastien Loeb (France) performed well against the Supercup specialists. Driving the Porsche AG VIP car decked out in the legendary Martini Racing Design, the nine-time World Rally Champion improved from free practice to qualify in 13th place just one second behind the pole-sitter.

Sean Edwards (pole-sitter): “Posting pole position with half a second advantage is surely extraordinary. Normally we are much closer together. But today everything flowed perfectly. Tomorrow’s race will undoubtedly be tough. I hope I get away cleanly at the start and still be in the lead after the first corner. Then I certainly have a good chance of winning.”

The race on Sunday is broadcast live on TV stations Eurosport 2 (11.45 hrs) and Sky (11.40 hrs). In addition, Eurosport televises highlights on Sunday at 18.15 hrs in the program “Motorsport Weekend Magazin”.

2013 Porsche Mobil 1 Supercup Qualifying result

1. Sean Edwards (GB), Team Allyouneed by Project 1, 1:49.664 minutes
2. Kuba Giermaziak (PL), VERVA Racing Team, + 0.492 seconds
3. Michael Ammermuller (D), Lechner Racing Team, + 0.523
4. Michael Christensen (DK), DAMS, + 0.567
5. Robert Lukas (PL), FÖRCH Racing, + 0.769
6. Richie Stanaway (NZL), DAMS, + 0.793
8. Klaus Bachler (A), FÖRCH Racing, + 0.807
13. Sebastien Loeb (F), Porsche AG, + 1.179
17. Jean-Karl Vernay (F), MRS GT-Racing, + 1.296

- Porsche

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Jeroen Bleekemolen won his second straight GT Challenge pole at third in four season at Mazda Raceway Laguna Seca. Alex Job Racing’s Porsche ace set a time of 1:27.296 in the No. 22 WeatherTech Porsche 911 GT3 Cup that he shares with Cooper MacNeil.

A GTC winner in 2012 and 2010 at the circuit, Bleekemolen was 0.111 seconds quicker than Nick Tandy in NGT Motorsport’s No. 30 MOMO Porsche. The AJR and NGT cars qualified in the same order at Long Beach three weeks ago. There, Bleekemolen was 0.121 seconds faster than Sean Edwards.

“We’ve been fast in all practices so the car was good already,” Bleekemolen said. “But you know racing guys like Tandy who is a factory driver for Porsche, and (Andy) Lally and (Damien Faulkner)… you know the competition is really tough so it feels even better to be on pole. The lap was clean, no mistakes, and now we’re looking forward to winning from pole because that hasn’t happened yet this year.”

Lally, the class’s pole-winner at Sebring, qualified third Friday at 1:27.495 in the No. 27 Tully’s Coffee Dempsey Del Piero Racing Porsche he shares with Patrick Dempsey.

- AMLS | Photo: Sean Yoder

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